The data collected can include maintenance fault
codes and details like miles driven, hours idled and even
driver behavior like fast turns or hard braking. During
Steel Knight, artillery batteries with 3rd Battalion, 11th
Marines, drove the Fuel-Efficient Medium Tactical
Vehicle Replacement (MTVR) equipped with JOEC2
devices. One prototype, a truck control unit, was installed
in fuel hoses to read, record and transmit fuel flow.

Other measures will improve fuel efficiency in the
Marines’ MTVR fleet, which uses 40 to 60 percent of
the ground fuel demands, said Trung Huynh with the
Marine Corps’ Program Executive Office-Land Systems.
Reduced engine idle speeds, from 700 RPM to 600
RPMs, saves fuel, he said, as does a recalibrated transmission that shifts at a lower RPM. An auxiliary power
unit kicks in when idling to power onboard electronics. Motor transport operators also are being retrained
about fuel consumption so they can adjust their driving
habits, he said.

The Navy, which consumes some 80,000 barrels of
oil daily, is developing a program called GENISYS, or
Global Energy Information System, that collects and
consolidates existing and automated energy data into a
comprehensive picture of how and why energy is used.

“We are showing how we can get energy information captured on the deckplates, captured by sensors
and captured on shore ... and get the information to
ship drivers,” said Mike Essig, maritime energy manager with Naval Sea Systems Command, who briefed
CAPEX attendees about GENISYS.

Thirty years ago, the Navy implemented NavyEnergy Usage Reporting System, or NEURS, to trackdaily fuel use and onload/offload receipts to deter-mine the amount of fuel that ships used, Essig said.

“It was a good first step. We kind of got a picture
of how the energy was being used. We actually got a
good picture as we changed the composition of the
fleet — the big fuel-burning carriers left the fleet and
we brought new ships in to replace them, how our
energy changed according to that. But beyond that, it
was hard to crack deep down into the why,” he said.

It can mine a rich database that captures environmental, mission and sensor equipment data, time
stamped, and even show how much fuel was used for
certain operations or in certain conditions.

“This is instantly available to them, all the time,”Essig said. “It gives real-time decision-makingcapability.”A ship’s skipper can know the burn rate of fuel if,say, the ship goes from four engines to one but stillmaintains speed.

The SEAS main dashboard, which shows key information such as propulsion, speed and plant status in
a single display, can provide constant feedback and
energy projections based on current operations and
fuels status, among other data.

“We try to give that information directly to the CO
[commanding officer] and directly to the ship drivers,”
Essig said, rather than having analyses and recommendations delayed when those are done somewhere ashore.

The digitized logbook under development, he said,
will ensure consistent data entry, collect more detailed
information from sensors on ships and “give the ship a
better way to record what they’re doing” and when.

“We’re having ships record more and more auxil-iary information that they were already taking in thedecklog,” Essig noted, “so it just made sense to digi-tize the whole decklog.”Naval Sea Systems Command is working with NavalHistory and Heritage Command, which is required tomaintain and archive ships’ logs as legal records.

“This is a huge leap forward in our ability to operate the Navy in a much more sustainable and cohesive
way,” Zacharski said.

GENISYS, along with enterprise Remote Monitoring
that will replace the Integrated Condition Assessment
System, will be installed on Arleigh Burke-class destroyers in 2019, and later on other ships including cruisers,
according to Naval Sea Systems Command. n